Flying shear



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J. S. TAYLOR Nov. 12, 1968 FLYING SHEAR 8 Sheets-Sheet 8 Filed Oct. 28, 1966 INVENTOR. ULIAN S TAYLOR United States Patent 3,410,163 FLYING SHEAR Julian S. Taylor, Oklahoma City, Okla. (P.O. Box 152, Kingfisher, Okla. 73750) Filed Oct. 28, 1966, Ser. No. 590,415 8 Claims. (Cl. 83289) The present invention relates to a device for cutting longitudinally moving stock and more particularly to a flying shear.

In the production of steel by rolling mills, such as elongated bars, the lead portion of the bars tend to fray of split and it is necessary that this split end portion be trimmed off the bar While the latter is heated to at least a cherry red temperature for subsequent movement of the bar through finishing processes. This is usually accomplished by a flying shear which is actuated by the presence of the bar stock. In the rolling of steel it may be necessary to shear the bars to shorter lengths Without interrupting or slowing down the rolling process. A flying shear is used for this purpose. Most of the flying shearspresently in use generate potential energy to effect the shear by a motor driven fly wheel or by large direct current motors. These machines presently in use are relatively large and expensive.

It is, therefore, the principal object of this invention to provide a flying shear having oppositely disposed shear blades which is relatively small when compared with a conventional rotary type flying shear and may be more economically constructed.

Another object is to provide a flying shear wherein the shear blades are movable from a starting position to a cutting position and back to the starting position in a nonreversing rotary motion by double-acting fluid cylinder means.

Another object is to provide a flying shear having valve control means connecting the cylinder means with a source of fluid under pressure wherein the valve means is actuated for releasing and moving shear blade equipped cranks to a cutting position by the presence of longitudinally moving stock approaching the blades or by a timing means set for predetermined lengths of the stock.

Still another object is to provide a flying shear of this class wherein the inertia imparted to the cranks is cushioned by fluid pressure, after the shearing action, and the cranks are returned to a starting position.

The present invention accomplishes these and other objects by providing a fluid pressure containing frame which journals shear blade supporting crank means. Fluid cylinder means are connected with the crank means. Fluid cylinder operated latch means, releases the crank means from a starting position while tubing and valve control means interconnect the fluid cylinders with the source of fluid in the frame.

Other objects will be apparent from the following description when taken in conjunction with the accompanying eight sheets of drawings, wherein:

FIGURE 1 is a side elevational view of the device, in initial starting position with certain air pressure supply tubes omitted for clarity and illustrating, by dotted lines, the stock shearing position;

FIGURE 2 is an elevational view of the opposite side of the device illustrating, by dotted lines, the stock shear ing action;

FIGURE 3 is a view similar to FIG. 1 illustrating, by dotted lines, the return movement of the components from an inertia cushioned position to the initial starting position;

FIGURE 4 is a vertical cross-sectional view taken substantially along the line 44 of FIG. 1;

FIGURE 5 is a fragmentary vertical cross-sectional view taken substantially along the line 55 of FIG. 3;

FIGURE 6 is a diagrammatical view illustrating the fluid cylinders and control means in ready to start position;

FIGURE 7 is a diagrammatical view illustrating the fluid cylinders and control means in initial starting position;

FIGURE 8 is a diagrammatical view illustrating the fluid cylinders and control means in shearing position;

FIGURE 9 is a diagrammatical view illustrating the fluid cylinders and control means in start of return position; and,

FIGURE 10 is a diagrammatical view illustrating the fluid cylinders and control means in fluid power return position.

Like characters of reference designate like parts in those figures of the drawings in which they occur.

In the drawings:

The reference numeral 10 indicates the device, as a whole, which is generally rectangular in overall configuration comprising a frame 12 mounted on bed plates 14. The frame 12 includes a rectangular tank portion 16 having a hollow interior, forming a compressed air reservoir 18. Wall members 20, connected with and extending laterally of one side of the tank, forms a housing for shielding the operating components hereinafter described.

A pair of crank means 22 and 24 extend transversely through the tank 16 in vertical spaced relation adjacent one of its ends. Since the crank means and their connection with the tank are substantially identical only the crank means 22 will be described in detail. A shaft 26 extends horizontally through and projects beyond opposing side walls of the tank 16. A circular bearing support 28 is positioned within a suitable opening 30 extending through the Walls of the tank and is secured thereto as by welding, as at 32. A pair of end plates 34 and 36 surround the opposite end portions of the shaft 26 within the openings 30. Roller bearing 38 surround the central portion of the shaft 26 within the bearing support 28. A crank arm 22A is secured at one end to one end of the shaft 26 (FIG. 2).

Similarly a crank arm 24A is secured to the shaft of the crank means 24. Shear blades 40 and 42 are secured to and project longitudinally outward of the free end of the crank arms 22A and 24A, respectively. The shear blades are substantially rectangular and their free end cutting edges are disposed perpendicular to the plane of the adjacent Wall of the tank 16. The length of the crank arms 22A and 24A, in combination with the blades 40 and 42, is such-that the periphery of the circular planes described by the cutting edge of the respective blades are substantially tangent as shown by dotted lines (FIG. 2). The crank means 22 and 24 further include a pair of cooperating cog wheels 44 and 46 respectively connected to the shaft of each crank means opposite the crank arms 22A and 24A.

A pair of fluid operated cylinders 48 and 50 are connected at their clevis end, respectively, adjacent the upper and lower surface of the end portion of the frame opposite the pair of crank means 22 and 24. The piston, shown diagramatically in FIGS. 6 to 10, of each fluid cylinder 48 and 50 is connected with piston rods or rams 52 and 54, respectively, which are in turn pivotally connected to a peripheral portion of the outer surface of the respective cob wheel 44 and 46 by pins 53 and 55. The longitudinal axes of the fluid cylinders 48 and 50 are arranged in converging relation toward the juncture of the cog wheels 44 and 46 so that the rams 52 and 54 are directed in off-set relation with respect to the axis of the respective shaft of the crank means 22 and 24 for the purposes more fully described hereinbelow.

A cam 57 is connected with and projects outwardly of a peripheral portion of the cog wheel 46 for the purposes presently explained.

Latch means 56, connected with the wall of the tank 16 on that side having the cog wheels 44 and 46, releases the crank means from a starting position. The latch means 56 comprises a laterally extending support 58 secured to the tank wall-and a latch arm 60 pivotally connected at one end portion to the support 58 by a pin 62. The other end of the latch arm 60 normally engages a bushing or roller 64 mounted on the ram connecting pin 55 outwardly of the ram 54. A fiuid operated latch cylinder 66, relatively small when compared with the cylinders 48 and 50, is connected at its clevis end to a suitable support 68 mounted on the wall of the tank 16 and has the free end of its piston rod 70 pivotally connected to a projection 72 forming a part of the latch arm 60. The purpose of the latch cylinder 66 is to release the latch arm 60 from contact with the bushing 64 to start the shearing action as more fully described he-reinbelow. A stop 69, forming a part of the support 58, limits the return movement of the latch arm 60.

A one-way cam clutch 74 is mounted on the end wall of the tank 16 on that side of the cog wheel 46 opposite the latch means 56. The clutch 74 includes a spur gear 76 in mesh with the teeth of the cog wheel 46 for the purposes presently explained. Referring more particularly to FIG. 2, a guide assembly 140 is mounted on that side of the tank 16 having the crank arms 22A and 24A. The guide assembly comprises an elongated tube 142 adjustably connected horizontally to a support plate 144 longitudinally mounted on the tank by guide supports 146. The longtitudinal axis of the tube 142 is disposed so that the longitudinal axis of the stock 149, to be cut, is centrally positioned between the cutting edges of the blades 40 and 42, when the latter are in stock shearing position. The tube 142 terminates in spaced relation with respect to the circular :planes generated by the movement of the crank arms 22A and 24A. The tube 142 extends at its other end beyond the frame 12 where it is circumferentially enlarged to form a funnel-like end portion 148 for receiving the bar stock to be cut, indicated by the dotted lines 149, and guiding the stock through the tube. Adjacent the funnel-shaped end portion 148 the tube 142 is enlarged, as at 150, and provided with a lateral opening for supporting a vertically disposed tubular member 152 in communication with the interior of the tube. The tubular member 152 supports, at its upper end portion, an electric eye, not shown, enclosed within a housing 154 which is in turn connected with a solenoid SOL (FIGS. 1 and 3) by wires 156 through a time delay means in turn connected with a source of electrical energy, neither of which is shown.

Referring more particularly to FIGS. 6 through the drive cylinders 48 and 50, cog wheels 44 and 46, latch cylinder 66, latch 60 and their control means comprising a plurality of valves interconnected by air lines are diagrammatically illustrated and grouped by box lines according to their individual and collective functions to indicate the sequence of a single shearing action of the device.

The valves shown in these diagrams, with the exception explained, are of the dual chamber, piston and spring operated type wherein a predetermined air pressure against the piston overcomes the force of the spring and permits the passage of air under pressure through the valve, whereas, when air pressure against the piston is reduced the force of the spring operates to interrupt the air passage and move the valve element to an opposite position. The respective air inlet ports of these valves are indicated by the numeraled S symbol while the air exhaust ports are shown by the symbol EX. Arrows extending through the respective valve chamber indicate the direction of air flow when actuated by thepiston or spring.

The drive cylinder power supply, contained by the box lines 79, comprises the supply tank 16 which is connected with a manually controlled off-on valve 80 in turn connected with a control valve 82 through a filter F and lubricator L. The valve 82 is in turn connected to a cylinder drive regulator 84 and a cylinder return regulator 86. The piston end, indicated at P3 of the control valve 82, is connected with a valve 138 having its piston end connected with a solenoid 139 in turn connected with a source of electrical energy through a manually controlled ofion switch, neither of which are shown.

Referring now to the fluid cylinders and their components shown within the box lines 81, valves 87 and 88 are connected to the clevis or power end, opposite cog wheels 44 and 46, of the drive cylinders 48 and 50, respectively. The relatively large diameter flexible air lines or tubing connecting the drive regulator 84 to the respective drive cylinder valves 87 and 88 have been omitted for clarity in FIGS. 6 through 10 but their respective points of connection are indicated by the reference symbols S1. The return air regulator 86 is similarly connected to valves 98 and 100, respectively, connected with the return air or rod end of the drive cylinders 48 and 50. Similarly the lines connecting the regulator 86 with the valves 98 and have been omitted and their points of connection indicated by the symbols S2. Companion valves 99 and 101 are respectively connected with the return air or rod end of the drive cylinders 48 and 50 in combination with the valves 98 and 100 for rapidly exhausting air from the ram or return air connected end of these cylinders for the reasons more fully explained hereinbelow.

A shuttle valve 104 has one inlet and outlet port connected with the clevis end of the cylinder 48 and its opposite inlet and outlet port connected to a series of pilot air tubes, indicated by the line 106, connected with the respective piston end P1 of the drive cylinder valves 87, 88, 98, 99, 100 and 101 and with a sequence control valve 112 in turn connected with a cam operated valve 116. The valves 112 and 116, shown within the box lines 113, form a drive cylinder control circuit. The valve 116 is positioned adjacent the cog wheel cam 57 (FIGS. 1 and 3). The cam 57 thus acts to shift the valve 116 for the purposes presently explained. The sequence valve 112 is characterized by a resistance for its spring chamber which is manually pre-set for cooperative action with its connected components. The piston P5 of the sequence valve 112 is connected with a lateral port of the shuttle valve 104 by a pilot air tube 107. The shuttle valve 104 is characterized by an air pressure responsive ball 104A which seats on and closes the respective inlet and outlet end ports, connected with the cylinder 48 and the pilot tube 106 so that air may be selectively passed from either of these inlet and outlet ends to or from its lateral port connected with the piston P5 of the sequence valve 112. The ball 104A thus prevents air communication between the cylinder 48 and the pilot tube 106.

A latch circuit valve 128 is connected to the clevis end of the latch cylinder 66. The piston end P2 of the valve 128 is connected to an electric eye operated valve 122 by pilot tubing through a sequence valve 130 similar to the valve 112. The valves 122 and 130 form an air pulse trigger circuit enclosed by the box lines 117. The valve 122 has its piston end connected with and operated by the solenoid SOL. An air supply shunt tube, indicated by the line 123, is connected at one branched end to ports of the valves 122 and 130, respectively, and is connected at its other end to the piston end P4 of the valve 130 through a fixed resistance in the form of a restriction to fluid flow for the purposes presently explained.

A latch cylinder and air pilot supply, contained by the box lines 119, comprises a manually controlled valve 120, connected with the tank 16, and in turn connected through a filter F1, a regulator 124 to a lubricator L1. The tube from the lubricator L, indicated by the line S3, is connected to the respective ports S3 of the valves 116, 122, 128 and 138 by pilot supply tubes omitted for clarity. The latch cylinder supply tube S3 is also connected to a port S3 of a pressure reducing regulator 136 in turn connected to the return air or rod end of the latch cylinder 66.

Operation In operation the-machine is assembled as disclosed hereinabove and in initial starting position the on-off control valve 80 has been opened so that air under pressure is applied to the valves 87 and 88 at the clevis or power end of the drive cylinders 48 and from the regulator 84. This tends to impart a rotative force to the cog wheels 44 and 46 which are maintained locked in starting position by the latch arm contacting the roller 64.

As shown in FIG. 6, the pairs of valves 98-99 and -101, at the respective return air or rod ends of the cylinders 48 and 50, are in exhaust position as a result of the cam 57 shifting the valve 116 to exhaust position. Air pressure within the clevis end of the cylinder 48 has moved the shuttle valve ball 104A to close the pilot line 106. The lateral port of the shuttle valve 104 under pressure from the clevis end of the cylinder 48 thus operates the piston P5 of the valve 112 so that the other end of the pilot tubes 106 exhausts air from the return air or rod end of the cylinder 48 and 50 from the respective pairs of valves 98-99 and 100-101 through the exhaust of the cam operated valve 116. The cam 57 thus operates the valve 116 to exhaust the pilot tubes 106. Air pressure from the on-off control valve is applied to the latch cylinder 66 on opposite sides of its piston. The difference in area due to the piston rod and the reduced pressure against the piston at the rod end of cylinder 66 through the regulator 136 holds the latch arm 60 in latched position. The solenoid valve 122 and sequence valve 130, of the air pulse trigger circuit, are in position for receiving an electrical signal which starts the shearing action.

Referring now to FIG. 7, the leading end of the bar stock 149, moved into the guide tube 142, is sensed by the electric eye, not shown, which energizes the solenoid SOL and quickly operates the piston of the valve 122 for admitting air under pressure through its port S3.

Alternatively a conventional sensor or timing means T (FIG. 6) may be synchronized with the movement of stock to be cut or a steel rolling mill drive, not shown, and connected with the wires 156 for energizing the solenoid SOL for shearing stock in predetermined lengths.

Air entering and passing through the port S3 of the solenoid valve 122 is passed through the sequence valve 130 to operate the piston P2 of the latch cylinder valve 128 and open the latter to exhaust position. This quickly exhausts the air from the clevis end of the latch cylinder 66. This sudden exhaust of air from the clevis end of the latch cylinder 66 permits the greater volume of air under pressure within its other or rod end portion to quickly move its piston toward its clevis end thus retracting the latch 60 from contact with the roller 64. Releasing the latch 60 thus permits the air under pressure within the clevis end portions of the cylinders 48 and 50 to quickly move their pistons toward the rod end of the cylinders and rotate the cog wheels 44 and 46 in the direction of the arrows to the cutting position of the blades 40 and 42, as shown by dotted lines FIGS. 1 and 2 and diagrammatically in FIG. 8. To effect a quick rotative action of the cog wheels 44 and 46 the air must be rapidly exhausted from the rod end of the cylinders 48 and 50. It is for this purpose that the pairs of valves 98-99 and 100-101 are provided so that dual exhaust ports are provided-for each cylinder 48 and 50. It should now be apparent that the cylinders 48 and 50 must be of such dimension that their respective bore or internal area, be-

tween the starting position of their respective piston and clevis end will contain a sufficient volume of air under the required initial pressure to effect the stock shearing stroke. Additional air under pressure from the regulator 84 is supplied to the cylinders 48 and 50 through the ports S1 of the valves 87 and 88 during the shearing stroke which supplements the stored potential of air in the cylinders 48 and 50. Alternatively the respective clevis end portion of the cylinders 48 and 50 may be enlarged or integrally connected in direct communication, through a port at least equal to the end area of the piston, with an auxiliary container or reservoir, not shown, to provide an additional volume of air under pressure for moving the pistons through the shearing stroke. Simultaneosuly with this cutting action a sufficient volume of air under pressure has entered the shunt tube 123 and has passed through the fixed resistance to operate the piston P4 of the sequence valve for positioning the sequence valve in exhaust position thus bleeding off the air pressure from the piston end P2 of the latch cylinder valve 128. This returns the valve 128 to its initial starting position wherein air pressure through its port S3 is again applied to the clevis end portion of the latch cylinder 66 to return the latch 60 toward its stop 69 and in position for subsequent engagement with the roller 64. The purpose of air pressure regulator 136 is to permit manual adjustment of the pressure on the rod end of the cylinder 66, if desired, so that a greater holding force on the latch 60 may be applied at the clevis end of the cylinder 66.

As shown in FIGS. 1 and 3, the length of the cam 57 along an arc of the peripheral portion of the cog wheel 46 is such that it maintains contact with the cam valve 116 and holds it in exhaust position until the pin 64 is at its extreme forward position relative to the cylinder 50 (FIG. 9). The inertia of the cog wheels, generated by the action of the cylinders 48 and 50 and continuing pressure supplied to cylinders 48 and 50 until the pistons start to retract, continues the rotation of the cog wheels to the position shown by dotted lines (FIG. 3). In this position the cog wheel inertia rotational movement has been cushioned by the air under pressure against the pistons, in the clevis end portion of the cylinders 48 and 50. The one-way cam clutch 74 prevents any back lash or return movement of the cog wheels 44 and 46 in a direction opposite the direction of movement during the shearing action. In this pOSitiOn of the cog wheels 44 and 46 the cam 57 has been rotated out of contact with the piston PC of the cam operated valve 116 so that its spring shifts the valve to close its exhaust port, as shown in FIG. 9. Air pressure in the clevis end of cylinders 48 and 50 is relatively low because air input has not caught up with the rapid piston movement, thus piston P5 in valve 112 has not overcome the spring force to shift the valve. As the pistons in the cylinders 48 and 50 reverse their previous direction of movement in response to the inertia of the cog wheels 44 and 46 and their components and as air under pressure is injected into the clevis end portion of the cylinders 48 and 50 through the valves 87 and 88 air pressure from the clevis end of the cylinder 48, through the lateral port of the shuttle valve 104, then operates the piston P5 of the valve 112 to shift this valve from exhaust position to permit air under pressure from the pilot supply S3, through the valves 116 and 112, to enter the pilot supply tubes 106 and operate the pistons P1 of the valves 98 and 100. This shifts these valves 98 and 100 from drive cylinder exhaust position to pass air under pressure to the return or rod end of the drive cylinders 48 and 50 from the power supply tubes S2. Simultaneously the pistons P1 of the drive cylinder clevis end valves 87 and 88 shift these valves to exhaust position. Air under pressure in the pilot tubes 106, from the valves 116 and 112, shifts the ball 104A of the shuttle valve 104 to close its port in communication with the clevis end of the cylinder 48 (FIG.

10). Air under pressure in the pilot supply tubes 106 then passes to the piston end P of the sequence valve 112 so that this valve remains in drive cylinder return position during the return interval (FIG. Air under pressure from regulator 86 and supply lines S2 entering the rod end of the cylinders 48 and 50, through the respective valves 98 and 100 is relatively low when compared with the air pressure supplied to the lines S1 from the regulator 84 and slowly rotates the cog wheels 44 and 46, in the direction shown by arrows, to their shear starting position. This final rotation movement of the cog wheels is stopped by the latch arm 60 contacting the roller 64. The cam 57 is then again in contact with and operates the piston PC of the cam operated valve 116 to shift it from pilot tube S3 supply position to exhaust position. This interrupts the flow of air under pressure to the valve 112 from the pilot supply tube S3 and returns this valve to exhaust position. This bleeds off the air under pressure within the pilot supply tubes 106, reducing the air under pressure against the pistons P1, shifting the valves 93, 99, 100 and 101 to exhaust position and positioning the cylinder clevis end valves 87 and 88 for receiving air under pressure from the drive regulator 84 through their ports S1. Air under pressure in the clevis end of the cylinder 48 shifts the ball valve 104A to close its port in contact with the pilot line 106 so that the shear is again in initial starting position.

Obviously the invention is susceptible to some change or alteration without defeating its practicability, and I therefore do not wish to be confined to the preferred embodiment shown in the drawings and described herein, further than I am limited by the scope of the appended claims.

I claim:

1. A flying shear for longitudinally moving stock comprising: a pair of crank means rotatable to a stock cutting position; drive cylinder means connected with said pair of crank means for moving the latter from a starting position to effect a cutting stroke; means for supplying fluid under pressure to said drive cylinder means; latch means releaseably engaged with one of said pair of crank means; latch cylinder means connected with said latch means for releasing the latter; sequence operating valve means controlling the supply of fluid to said drive cylinder means and said latch cylinder means; and sensing means actuated by longitudinally moving stock to be cut for triggering said sequence operating valve means.

2. Structure as specified in claim 1 in which the means for suplying fluid under pressure comprises a tank forming a frame and tubing interconnecting the drive cylinder means with the tank.

3. Structure as specified in claim 2 in which the pair of crank means comprises a pair of shafts extending transversely through said frame in spaced-apart relation, a crank arm on one end of the respective said pair of shafts, a blade on each said crank arm, said blades cooperatively forming a cutting plane when said pair of shafts are rotated, and a pair of cooperating co wheels connected to the respective other end of said pair of shafts.

4. Structure as specified in claim 3 in which the latch means comprises a roller mounted on one said cog wheel, a latch arm pivotally connected at one end to said frame and contacting, at its other end, said roller.

5. Structure as specified in claim 4 in which the drive cylinder means com-prises a pair of fluid cylinders each pivotally connected at one end portion to said frame remote from said pair of cog wheels, said fluid cylinders each having a ram pivotally connected cooperatively at its free end to said pair of cog wheels, respectively, for rotating said cog wheels in one direction about the respective longitudinal axis of said pair of shafts.

6. Structure as specified in claim 5 and guide means mounted on said frame on that side of said frame having said blades, said guide means comprising an elongated horizontally disposed tube having its axis intersecting the cutting plane formed by said blades.

7. Structure as specified in claim 5 and a one-way cam clutch mounted on said frame and engaging one of said cog wheels.

8. Structure as specified in claim 6 in which said sequence operating valve means includes a plurality of valves, pilot tubing interconnecting said tank with said pair of drive cylinders and said latch cylinder, a solenoid connected with one valve of said plurality of valves, and wiring connecting said solenoid with said sensing means.

References Cited UNITED STATES PATENTS 1,505,711 8/1924 Johnson 83291X 1,816,187 7/1931 Johnson 83290 2,764,238 9/ 1956 Rusinofi et a1 83324 ANDREY R. JUHASZ, Primary Examiner. 

1. A FLYING SHEAR FOR LONGITUDINALLY MOVING STOCK COMPRISING: A PAIR OF CRANK MEANS ROTATABLE TO A STOCK CUTTING POSITION; DRIVE CYLINDER MEANS CONNECTED WITH SAID PAIR OF CRANK MEANS FOR MOVING THE LATTER FROM A STARTING POSITION TO EFFECT A CUTTING STROKE; MEANS FOR SUPPLYING FLUID UNDER PRESSURE TO SAID DRIVE CYLINDER MEANS; LATCH MEANS RELEASEABLY ENGAGED WITH ONE OF SAID PAIR OF CRANK MEANS; LATCH CYLINDER MEANS CONNECTED WITH SAID LATCH MEANS FOR RELEASING THE LATTER; SEQUENCE OPERATING VALVE MEAND CONTROLLING THE SUPPLY OF FLUID TO SAID DRIVE CYLINDER MEANS AND SAID LATCH CYLINDER MEANS; SAID SENSING MEANS ACTUATED BY LONGITUDINALLY MOVING STOCK TO BE CUT FOR TRIGGERING SAID SEQUENCE OPERARING VALVE MEANS. 